EP3357741B1 - Dispositif de chargement d'un accumulateur d'énergie électrique d'un véhicule comportant un entraînement électrique - Google Patents

Dispositif de chargement d'un accumulateur d'énergie électrique d'un véhicule comportant un entraînement électrique Download PDF

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Publication number
EP3357741B1
EP3357741B1 EP18154083.2A EP18154083A EP3357741B1 EP 3357741 B1 EP3357741 B1 EP 3357741B1 EP 18154083 A EP18154083 A EP 18154083A EP 3357741 B1 EP3357741 B1 EP 3357741B1
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EP
European Patent Office
Prior art keywords
contact
vehicle
rail
contacts
mating
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP18154083.2A
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German (de)
English (en)
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EP3357741A1 (fr
Inventor
Antwerpen Korbinian
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN Truck and Bus SE
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MAN Truck and Bus SE
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Publication date
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Publication of EP3357741A1 publication Critical patent/EP3357741A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/42—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from individual contact pieces connected to the power supply line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/32—Constructional details of charging stations by charging in short intervals along the itinerary, e.g. during short stops
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/18—Buses
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a device for charging an electrical energy store, in particular a traction battery, a vehicle with the device according to the invention and a method for charging an electrical energy store, in particular a traction battery.
  • Vehicles, in particular buses, with an electric drive are known, the electric energy storage device or the traction battery of which can be charged with electric energy at stationary charging stations.
  • Such vehicles can, for example, have a purely electric drive or a hybrid drive with an electric motor and internal combustion engine.
  • the vehicle usually has a plurality of electrical contacts which, in order to charge the vehicle-side energy storage device, are brought into contact with or in contact with electrical mating contacts of the respective charging station.
  • the vehicle usually has a first power contact forming a first pole, for example a positive pole, a second power contact forming a second pole, for example a negative pole, a control contact and a potential equalization contact or grounding contact.
  • the charging station has a first power counter contact, a second power counter contact, a control counter contact and a potential equalization counter contact.
  • the contacts on the vehicle side and the mating contacts on the charging station side always come into contact with one another at the same time.
  • the contacts are loosened or interrupted by shifting the charging station-side mating contact element or the vehicle-side contact element in the opposite direction, the vehicle-side contacts and the charging station-side mating contacts always come out of contact at the same time.
  • the vehicle-side contacts and the charging-station-side mating contacts always come out of contact at the same time, even if the contacts are released by the vehicle unintentionally rolling away from a vehicle loading position forwards or backwards.
  • the flow of current or signal flow between electrical components should be enabled or established and switched off or interrupted in a specific sequence.
  • the current flow should first be made possible via the corresponding equipotential bonding contacts, then the current flow made possible via the corresponding power contacts and finally the signal flow via the corresponding control contacts.
  • the signal flow via the corresponding control contacts should first be switched off, then the current flow via the corresponding power contacts interrupted and finally the current flow via the corresponding equipotential bonding contacts interrupted.
  • the WO 2011/079215 A3 also describes a device for charging an energy store with a vehicle-side contact device and a charging station-side contact device.
  • the object of the invention is to provide a device and a method for charging an electrical energy store, in particular a traction battery, of a vehicle having an electric drive, by means of which it is reliably and effectively ensured that the current flow or signal flow between the vehicle-side contacts and the charging station-side Mating contacts are switched off or interrupted in accordance with standards or in accordance with DIN VDE 0100.
  • a device for charging an electrical energy store, in particular a traction battery, of a vehicle having an electric drive is proposed, with an electrical contact device assigned to the vehicle, which has a first power contact forming a first pole and a second power contact forming a second pole , a control contact and a potential equalization contact.
  • the first power contact, the second power contact, the control contact and the equipotential bonding contact of the vehicle-side contact device are arranged and designed in such a way that, starting from a contact state in which each vehicle-side contact is in abutment or in contact with an assigned or corresponding charging station-side mating contact,
  • the vehicle-side control contact first comes out of contact with an assigned charging station-side control countercontact, then the vehicle-side power contacts come out of contact with assigned charging station-side power counter-contacts, and finally the vehicle-side equipotential bonding contact comes out of contact with an assigned charging station-side potential equalization -Contact is coming.
  • the interruption of the current flow or the shutdown of the signal flow according to DIN VDE 0100 is reliably and effectively ensured, since now in the event of an unintentional movement of the vehicle, for example if the vehicle unintentionally rolls away from the vehicle charging position forwards and / or backwards always first the corresponding control contacts, then the corresponding power contacts and finally the corresponding potential equalization contacts are brought out of contact or out of contact.
  • the contacts are always disengaged in this order without triggering the vehicle-side contact device or the charging station-side counter-contact device when the vehicle moves forwards or backwards from the vehicle loading position.
  • the vehicle-side contacts are formed by two, in particular essentially rod-shaped or straight, contact rails.
  • the vehicle-side contact device can be designed in a structurally simple and effective manner.
  • two contacts are assigned to each contact rail in order to further simplify the construction of the vehicle-side contact device.
  • the two contacts of the respective contact rail are spaced apart from one another by a defined longitudinal distance. With this longitudinal distance between the two contacts of the respective contact rail, the release of the contacts in the required sequence can be ensured simply and reliably.
  • the two contacts of the respective contact bar are preferably electrically insulated from one another by means of an electrically non-conductive or hardly conductive electrical insulation material in order to counteract a current flow between the contacts.
  • the electrical insulation material is preferably formed by an insulation element fixed to the respective contact rail, for example by means of an adhesive connection.
  • a contact surface of the respective contact rail formed by the electrical insulation material and the two contacts, with which the contact rail can be brought into contact with the corresponding mating contacts on the charging station side, is also preferably designed to be flat or smooth in order to move the vehicle out of the charging position forwards or backwards effectively counteracting jamming of the mating contacts sliding over the contact surface of the respective contact rail.
  • control contact has a shorter length than the power contacts, the power contacts also having a shorter length than the equipotential bonding contact. This ensures easily and effectively that the contacts are released in the required order or are out of order. It is preferably provided that the two power contacts have an identical length in order to design the vehicle-side contact device in a simple and cost-effective manner.
  • the first power contact and the control contact can be assigned to a first contact bar, while the second power contact and the equipotential bonding contact are assigned to a second contact bar.
  • the first power contact of the first contact rail aligned in the longitudinal direction of the vehicle is arranged in front of the control contact.
  • the two contacts of the first contact rail are also, viewed in the longitudinal direction of the vehicle, spaced apart from one another by a defined first longitudinal distance.
  • the control contact of the first contact rail is spaced a defined second longitudinal distance from a rear end wall of the first contact rail.
  • the power contact of the second contact rail, which is aligned in the longitudinal direction of the vehicle is arranged in front of the equipotential bonding contact, as seen in the longitudinal direction of the vehicle.
  • the two contacts of the second contact rail are spaced apart from one another by the defined second longitudinal distance.
  • the power mating contacts on the charging station side are formed by at least one, in particular by two, front mating contact rail oriented in the transverse direction of the charging station.
  • the charging station-side control countercontact and the charging station-side equipotential bonding countercontact are formed by at least one, in particular by two, rear counter-contact rail oriented in the transverse direction of the charging station.
  • the front and rear mating contact rails are spaced apart from one another by a defined rail spacing, as seen in the longitudinal direction of the charging station. If two front mating contact rails aligned in the transverse direction of the charging station are provided, it is preferred if these two mating contact rails are arranged in alignment with one another in the transverse direction of the charging station. Likewise, in the event that two rear mating contact rails aligned in the transverse direction of the charging station are provided, it is preferred if these rear mating contact rails are also arranged in alignment with one another in the transverse direction of the charging station.
  • the specified parameters could also be formed by the width G of the mating contacts, the safety distance S and the length A of the power contacts.
  • the safety distance S is formed here by the product of a specified minimum creepage distance and an individual safety factor.
  • the minimum creepage distance can be designed, for example, in accordance with the standards DiN_EN_50124 (VDE0115-107-1) or IEC60664, so that it is dimensioned in accordance with the standard depending on the application.
  • the safety factor can be selected depending on the application and can, for example, be in a range from 1 to 10, in particular in a range from 1 to 3.
  • the first power contact of the first contact rail which is oriented in the longitudinal direction of the vehicle, is arranged behind the control contact, as seen in the longitudinal direction of the vehicle.
  • the second contacts of the first contact rail viewed in the longitudinal direction of the vehicle, are spaced apart from one another by a defined first longitudinal distance.
  • the control contact of the first contact rail is spaced apart from a front end wall of the first contact rail by a defined second longitudinal distance.
  • the first power contact is spaced a defined third longitudinal distance from a rear end wall of the first contact rail.
  • the second power contact of the second contact rail which is oriented in the longitudinal direction of the vehicle, is arranged in front of the equipotential bonding contact, as seen in the longitudinal direction of the vehicle.
  • the two contacts of the second contact bar are spaced apart from one another by the defined second longitudinal spacing.
  • the second power contact is spaced apart from a front end wall of the second contact rail by the defined third longitudinal distance.
  • the charging station-side equipotential bonding mating contact and a first charging station-side power mating contact are formed by at least one, in particular by two, rear mating contact rail aligned in the transverse direction of the charging station.
  • the mating control contact on the charging station side and a second mating power contact on the charging station side are formed by at least one, in particular by two, rear mating contact rail oriented in the transverse direction of the charging station.
  • the at least one front and the at least one rear mating contact rail are spaced apart from one another by a defined rail spacing, as seen in the longitudinal direction of the charging station.
  • the specified parameters could also be formed here by the width G of the mating contacts, the safety distance S and the length A of the power contacts.
  • the safety distance too, S is formed by the product of a specified minimum creepage distance and an individual safety factor.
  • first and second power contacts are assigned to a first contact bar, while the control contact and the equipotential bonding contact are assigned to a second contact bar.
  • the equipotential bonding contact of the second contact rail which is oriented in the longitudinal direction of the vehicle, is arranged behind the control contact, as seen in the longitudinal direction of the vehicle.
  • the two contacts of the second contact rail viewed in the longitudinal direction of the vehicle, are spaced apart from one another by a defined first longitudinal spacing.
  • the control contact of the second contact rail is spaced a defined second longitudinal distance from a front end wall of the second contact rail.
  • the first power contact of the first contact rail which is aligned in the longitudinal direction of the vehicle, is arranged in front of the second power contact, as seen in the longitudinal direction of the vehicle.
  • the power contacts of the first contact rail are spaced apart from one another by the defined first longitudinal distance.
  • the first power contact is spaced a defined third longitudinal distance from a front end wall of the first contact rail. Furthermore, the second power contact is spaced apart from a rear end wall of the first contact rail by the defined third longitudinal distance.
  • the control counter contact on the charging station side and a first power counter contact on the charging station side are formed by at least one, in particular two, front counter contact rail oriented in the transverse direction of the charging station.
  • a second power counter contact on the charging station side and the potential equalization counter contact on the charging station side are formed by at least one, in particular by two, rear counter contact rail oriented in the transverse direction of the charging station.
  • the at least one front and at least one rear mating contact rail are spaced apart from one another by a defined rail spacing, as seen in the longitudinal direction of the charging station.
  • the first longitudinal distance J, the second longitudinal distance D, the third longitudinal distance I, the length E are specified as parameters of the control contact
  • the specified parameters could also be formed here by the width G of the mating contacts, the safety distance S and the length A of the power contacts.
  • the safety distance S is formed by the product of a specified minimum creepage distance and an individual safety factor.
  • a vehicle in particular a utility vehicle, with the device according to the invention is also claimed.
  • the advantages resulting from this are identical to the advantages of the device according to the invention that have already been recognized, so that these are also not repeated at this point.
  • a method for charging an electrical energy store, in particular a traction battery, of a vehicle having an electric drive is claimed, with an electrical contact device assigned to the vehicle, the one, a first power contact forming a first pole, one, a second Having a pole-forming second power contact, a control contact and a potential equalization contact, and with a mating contact device assigned to a charging station, which has mating contacts corresponding to the vehicle-side contacts.
  • the first power contact, the second power contact, the control contact and the equipotential bonding contact of the vehicle-side contact device are arranged and designed in such a way that, starting from a contact state in which each vehicle-side contact is in abutment or in contact with the associated charging station-side mating contact, during a movement of the vehicle forwards and / or backwards, first the vehicle-side control contact comes out of contact with the assigned charging station-side control countercontact, then the vehicle-side power contacts come out of contact with the assigned charging station-side power mating contacts and finally the vehicle-side equipotential bonding contact comes out of contact with the assigned charging station-side equipotential bonding mating contact comes.
  • FIG 1 a part of a vehicle 1 is shown in a first side view.
  • the vehicle 1 has an electric drive with an in Figure 1 schematically indicated electrical energy store 3, in particular a traction battery, and can for example be formed by a bus or a truck.
  • the electric drive of the vehicle 1 can be formed, for example, by a purely electric drive or by a hybrid drive with an electric motor and an internal combustion engine.
  • the vehicle 1 is in a defined charging position, in which the electrical energy store 3 of the vehicle 1 by means of an in Figure 1 partially shown charging station 5 can be charged.
  • the charging station 5 as a whole can, for example, be essentially I- or L-shaped, in which case one end region of the charging station is rigidly or immovably attached to the floor and the other end region of the charging station is spaced from the floor and the in Figure 1 has shown structure.
  • the vehicle 1 here has, for example, a contact device 8 in the roof area with a contact element 11 that can be displaced relative to a vehicle roof 9 in the vertical direction z or in the vertical direction relative to a vehicle roof 9.
  • the contact element 11 can be positioned between an in Figure 1 basic position shown or lower height position and one in Figure 5
  • the upper height position shown can be displaced relative to the roof 9 of the vehicle 1 in the vertical direction z of the vehicle.
  • the displacement device 7 can be formed, for example, by an electrically actuatable lever mechanism.
  • the vehicle-side contact element 11 has two essentially rod-shaped or straight contact rails 15, 17 aligned in the vehicle longitudinal direction x and spaced apart in the vehicle transverse direction y at a defined distance, which are rigidly connected to one another via a plurality of connecting elements 19.
  • Each contact bar 15, 17 is assigned two electrical contacts here.
  • the first contact bar 15 here has, for example, a power contact 21 forming a first pole and a control contact 23.
  • the second contact bar 17 here has, for example, a second power contact 25, which forms a second pole, and a potential equalization contact 27.
  • the first power contact of the first contact rail 15, which is aligned in the longitudinal direction of the vehicle x, is arranged here in front of the control contact 23 of the first contact rail 15, as seen in the longitudinal direction of the vehicle x.
  • the second power contact 25 of the second contact rail 17 aligned in the longitudinal direction x of the vehicle is here, viewed in the longitudinal direction x of the vehicle, in front of the equipotential bonding contact 27 of the contact rail 17 arranged.
  • the first side view of the vehicle 1 shown here only the second contact rail 17 of the vehicle-side contact element 11 can be seen.
  • the vehicle 1 is shown in a second side view, in which the first contact rail 15 of the vehicle 1 can be seen.
  • each contact bar 15, 17 here has a carrier body 29 on which the respective contacts or contact parts are fixed.
  • the carrier body 29 is made here from an electrical insulation material.
  • the two contacts of the respective contact rails 15, 17 are also here, viewed in the longitudinal direction of the rails or in the longitudinal direction of the vehicle x, each spaced apart from one another by a defined longitudinal distance.
  • An electrical insulation element 31 made of an electrical insulation material is arranged between the two contacts of the respective contact bar 15, 17 and is fixed to the carrier body 29, for example by means of an adhesive connection.
  • the electrical insulation element 31 and the carrier body 29 it would also be conceivable for the electrical insulation element 31 and the carrier body 29 to be connected to one another in the same material and / or in one piece or to be manufactured in one piece.
  • control contact 23 of the first contact rail 15 is also spaced from a rear end wall 33 of the first contact rail 15.
  • an electrical insulation element 35 made of an electrical insulation material is also fixed on the carrier body 29 of the contact rail 15.
  • the electrical insulation element 35 and the carrier body 29 could also be connected to one another using the same material and / or in one piece.
  • the first power contact 21, the control contact 23 and the electrical insulation elements 31, 35 of the first contact rail 15 are also designed here in such a way that an upper wall 37 of the first contact rail 15, which forms a contact surface, with which the first contact rail 15 is in contact with the charging station 5 can be brought, is consistently flat or smooth, that is to say essentially without cracks and edges.
  • the second power contact 25, the equipotential bonding contact 27 and the electrical insulation element 31 of the second contact rail 17 are also designed here in such a way that an upper wall 39 of the second contact rail 17, which forms a contact surface and with which the second contact rail 17 is in contact with the charging station 5 can be brought, is consistently flat or smooth.
  • the contact rails 15, 17 are here always, i.e. also during the displacement of the contact element 11 from the basic position into the upper height position and vice versa, oriented essentially parallel to the roof 9 of the vehicle 1.
  • the longitudinal direction of the vehicle x corresponds to the longitudinal direction of the charging station
  • the transverse direction of the vehicle y corresponds to the transverse direction of the charging station
  • the vertical direction of the vehicle z corresponds to the vertical direction of the charging station.
  • the charging station 5 has here by way of example four mating contact rails 41, 43, 45, 47 aligned in the transverse direction y of the charging station, which are part of a mating contact device 40 ( Fig. 1 ) of the charging station 5.
  • the mating contact rail 41 here forms a first power mating contact 49 ( Figure 2 ), while the mating contact rail 43 arranged behind the mating contact rail 41, viewed in the longitudinal direction x of the charging station, has a mating control contact 51 ( Figure 2 ) trains.
  • the mating contact rail 45 forms a second power mating contact 53 ( Figure 1 ), while the mating contact bar 47 arranged behind the mating contact bar 45, viewed in the longitudinal direction x of the charging station, has a potential equalization mating contact 55 ( Figure 1 ) trains.
  • the front mating contact rails 41, 45 are also arranged in alignment with one another in the transverse direction y of the charging station.
  • the rear mating contact rails 43, 47 are here also arranged in alignment with one another in the transverse direction y of the charging station.
  • each contact rail 41, 43, 45, 47 here has, for example, a carrier body 57 on which the respective mating contact or the respective mating contact part 49, 51, 53, 55 is attached or fixed.
  • each mating contact rail 41, 43, 45, 47 is fixed on the base body 61 so that it can be displaced in the vertical direction relative to a base body or carrier body 61 of the charging station 5 fixed on the bottom side, in such a way that the mating contact rails 41, 43, 45 , 47 can also be displaced relative to one another in the vertical direction.
  • Each fixing device 59 is formed here, for example, by a spring element 63 acting in the vertical direction, which is connected with a connection area 65 to the respective mating contact rail 41, 43, 45, 47 and with another connection area 67 to the base body 61 of the charging station 5.
  • each fixing device 59 here also has a guide 69, indicated by dashed lines, with which the respective mating contact rail 41, 43, 45, 47 is guided transversely to the vertical direction, in such a way that the respective mating contact rail 41, 43, 45, 47 cannot be rotated and can only be displaced in the vertical direction relative to the base body 61 of the charging station 5.
  • the respective mating contact rail 41, 43, 45, 47 can also be assigned a vertical shock absorber element, not shown, by means of which kinetic energy of the respective mating contact rail 41, 43, 45, 47 moving towards the receiving body 61 can be reduced.
  • each mating contact rail 41, 43, 45, 47 in a defined basic position.
  • the equipotential bonding mating contact 55 is located in the vertical direction below the power mating contacts 49, 53.
  • the power mating contacts 49, 53 are essentially in an identical height position.
  • the control countercontact 51 is located in the vertical direction above the power countercontacts 49, 53.
  • the vehicle 1 is first moved into a defined charging position relative to the charging station 5.
  • the contact element 11 is then moved by means of the displacement device 7 from the in FIGS. 1 and 2 in the home position shown in Figure 5 Upper height position shown raised or shifted vertically upwards.
  • the vehicle-side equipotential bonding contact 27 first comes into contact with the charging station-side equipotential bonding mating contact 55 and the contact element 11 displaces the mating contact rail 47 forming the potential equalizing mating contact 55 vertically upwards under tension from the associated spring element 63.
  • the contact element 11 is then moved again from the upper height position to the position shown in FIG Figures 1 and 2 relocated lower basic position, the contacts then come out of contact in the reverse order.
  • the contacts 21, 23, 25, 27 of the vehicle 1 are arranged and designed here in such a way that, starting from a contact state in which each vehicle-side contact 21, 23, 25, 27 is in contact with the corresponding charging station-side mating contact 49, 51, 53, 55, when the vehicle 1 moves forwards and backwards, the vehicle-side control contact 23 first comes out of contact with the charging station-side control countercontact 51, then the vehicle-side power contacts 21, 25 come out of contact with the charging station-side power countercontacts 49, 53 and Finally, the vehicle-side equipotential bonding contact 27 comes out of contact with the charging station-side equipotential bonding mating contact 55.
  • the vehicle-side control contact 23 here, viewed in the longitudinal direction x of the vehicle, has a shorter length than the vehicle-side power contacts 21, 25 (see in this regard Fig. 6 ).
  • the power contacts 21, 25 of the vehicle 1 are shorter in length than the vehicle-side equipotential bonding contact 27.
  • the vehicle-side power contacts 21, 25 have an identical length here, for example.
  • FIG 7 a second embodiment of a device according to the invention is shown.
  • the vehicle-side contact rails 15, 17 are fixed here rigidly or immovably on the vehicle 1.
  • the mating contact rails 41, 43, 45, 47 are fixed here via the respective fixing device 59 on an essentially plate-shaped fixing body 71 of the charging station 5.
  • the fixing body 71 and the mating contact rails 41, 43, 45 47 here form a mating contact element 73 which is fixed on the base body 61 of the charging station 5 so as to be displaceable in the vertical direction relative to the base body 61 of the charging station 5.
  • the mating contact element 73 can here by means of an in Figure 7 schematically indicated displacement device 75 are displaced vertically, which can also be formed by an electrically actuated lever mechanism.
  • FIG 8 a third embodiment of a device according to the invention is shown.
  • the first embodiment shown here is the power contact 21 of the first contact rail 15, seen in the vehicle longitudinal direction x, arranged behind the control contact 23 of the first contact rail 17.
  • the power contact 21 of the first contact rail 15 is spaced a defined distance I from the rear end wall 33 of the contact rail 15.
  • the control contact 21 of the first contact rail 15 is here further spaced a distance D from a front end wall 77 of the first contact rail 15.
  • the power contact 25 of the second contact rail 17 is also spaced apart by the distance I from a front end wall 79 of the second contact rail 17.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Claims (13)

  1. Dispositif de chargement d'un accumulateur d'énergie électrique d'un véhicule présentant un entraînement électrique, comprenant un équipement de contact électrique (8) associé au véhicule (1) et qui présente un premier contact de puissance (21) formant un premier pôle, un deuxième contact de puissance (25) formant un deuxième pôle, un contact de commande (23) et un contact d'équipotentialité (27), et un équipement de contact complémentaire (40) associé à une station de chargement (5) et qui présente des contacts complémentaires (49, 51, 53, 55) correspondant aux contacts côté véhicule (21, 23, 25, 27),
    les contacts côté véhicule (21, 23, 25, 27) étant formés par deux rails de contact (15, 17), chaque rail de contact (15, 17) étant associé à deux contacts (21, 23, 25, 27),
    les deux contacts (21, 23, 25, 27) du rail de contact (15, 17) respectif, vus dans la direction longitudinale du rail, étant espacés l'un de l'autre par une distance longitudinale définie,
    le contact de commande (23) présentant une longueur inférieure à celle des contacts de puissance (21, 25),
    les contacts de puissance (21, 25) présentant une longueur inférieure à celle du contact d'équipotentialité (27), et
    le premier contact de puissance (21), le deuxième contact de puissance (25), le contact de commande (23) et le contact d'équipotentialité (27) de l'équipement de contact côté véhicule (8) étant disposés et réalisés de telle sorte
    qu'en partant d'un état de contact dans lequel chaque contact côté véhicule (21, 23, 25, 27) est en appui sur un contact complémentaire côté station de chargement associé (49, 51, 53, 55), lors d'un mouvement avant et/ou arrière du véhicule (1), d'abord le contact de commande côté véhicule (23) quitte le contact de commande complémentaire côté station de chargement associé (51), ensuite les contacts de puissance côté véhicule (21, 25) quittent les contacts de puissance complémentaires côté station de chargement associés (49, 53), et enfin le contact d'équipotentialité côté véhicule (27) quitte un contact d'équipotentialité complémentaire côté station de chargement associé (55).
  2. Dispositif selon la revendication 1, caractérisé en ce que les deux contacts (21, 23, 25, 27) du rail de contact (15, 17) respectif sont isolés électriquement l'un de l'autre au moyen d'un matériau d'isolation électrique.
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que les deux contacts de puissance (21, 25) présentent une longueur identique.
  4. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un premier rail de contact (15) est associé au premier contact de puissance (21) et au contact de commande (23), et en ce qu'un deuxième rail de contact (17) est associé au deuxième contact de puissance (25) et au contact d'équipotentialité (27).
  5. Dispositif selon la revendication 4, caractérisé en ce que le premier contact de puissance (21) du premier rail de contact (15) orienté dans la direction longitudinale de véhicule (x), est disposé devant le contact de commande (23), vu dans la direction longitudinale de véhicule (x),
    en ce que les deux contacts (21, 23) du premier rail de contact (15), vus dans la direction longitudinale de véhicule (x), sont espacés l'un de l'autre par une première distance longitudinale définie (C),
    en ce que le contact de commande (23) du premier rail de contact (15) est espacé d'une paroi frontale arrière (33) du premier rail de contact (15) par une deuxième distance longitudinale définie,
    en ce que le contact de puissance (25) du deuxième rail de contact (17), orienté dans la direction longitudinale de véhicule (x), est disposé devant le contact d'équipotentialité (27),
    en ce que les deux contacts (25, 27) du deuxième rail de contact (17) sont espacés l'un de l'autre par la deuxième distance longitudinale définie (D),
    en ce que les contacts de puissance complémentaires côté station de chargement (49, 53) sont formés par au moins un, en particulier par deux rails de contact complémentaires avant (41, 45) orientés dans la direction transversale (y) de la station de chargement (5), et
    en ce que le contact de commande complémentaire côté station de chargement (51) et le contact d'équipotentialité complémentaire côté station de chargement (55) sont formés par au moins un, en particulier par deux rails de contact complémentaires arrière (43, 47) orientés dans la direction transversale (y) de la station de chargement (5), les rails de contact complémentaires avant et arrière (41, 43, 45, 47), vus dans la direction longitudinale (x) de la station de chargement (5), étant espacés les uns des autres par une distance de rail définie (H).
  6. Dispositif selon la revendication 5, caractérisé en ce qu'en partant de la largeur G des contacts complémentaires, d'une distance de sécurité S et de la distance de rail H des rails de contact complémentaires avant et arrière comme paramètres spécifiés, la première distance longitudinale C, la deuxième distance longitudinale D, la longueur E du contact de commande, la longueur A des contacts de puissance et la longueur F du contact d'équipotentialité sont réalisées selon les formules suivantes :
    F=H-G ; D=G+S ; C=2xD ; E=F-2xD ; A=F-D ; A=H-2xG-S
  7. Dispositif selon la revendication 6, caractérisé en ce que le premier contact de puissance (21) du premier rail de contact (15) orienté dans la direction longitudinale de véhicule (x) est disposé derrière le contact de commande (23), vu dans la direction longitudinale de véhicule (x),
    en ce que les deux contacts (21, 23) du premier rail de contact (15), vus dans la direction longitudinale de véhicule (x), sont espacés l'un de l'autre par une première distance longitudinale définie (C),
    en ce que le contact de commande (23) du premier rail de contact (15) est espacé d'une paroi frontale avant (77) du premier rail de contact (15) par une deuxième distance longitudinale définie (D),
    en ce que le premier contact de puissance (21) est espacé d'une paroi frontale arrière (33) du premier rail de contact (15) par une troisième distance longitudinale définie (I),
    en ce que le deuxième contact de puissance (25) du deuxième rail de contact (17), orienté dans la direction longitudinale de véhicule (x), est disposé devant le contact d'équipotentialité (27),
    en ce que les deux contacts (25, 27) du deuxième rail de contact (17) sont espacés l'un de l'autre par la deuxième distance longitudinale définie (D),
    en ce que le deuxième contact de puissance (25) est espacé d'une paroi frontale avant (79) du deuxième rail de contact (17) par la troisième distance longitudinale définie (I),
    en ce que le contact d'équipotentialité complémentaire côté station de chargement (55), et un premier contact de puissance complémentaire côté station de chargement (49) sont formés par au moins un, en particulier deux rails de contact complémentaires arrière (41, 47) orientés dans la direction transversale (y) de la station de chargement (5), et
    en ce que le contact de commande complémentaire côté station de chargement (51) et un deuxième contact de puissance complémentaire côté station de chargement (53) sont formés par au moins un, en particulier par deux rails de contact complémentaires arrière (43, 45) orientés dans la direction transversale (y) de la station de chargement (5), les rails de contact complémentaires avant et arrière (41, 43, 45, 47), vus dans la direction longitudinale (x) de la station de chargement (5), étant espacés l'un de l'autre par une distance de rail définie (H).
  8. Dispositif selon la revendication 7, caractérisé en ce qu'en partant de la largeur G des contacts complémentaires, d'une distance de sécurité S et de la distance de rail H des rails de contact complémentaires avant et arrière comme paramètres spécifiés, la première distance longitudinale C, la deuxième distance longitudinale D, la troisième distance longitudinale I, la longueur E du contact de commande, la longueur A des contacts de puissance et la longueur F du contact d'équipotentialité sont réalisées selon les formules suivantes :
    F=H-G ; D=G+S ; I=D/2 ; C=2xD ; E=F-2xD ; A=F-D ; A=H-2xG-S
  9. Dispositif selon l'une quelconque des revendications 1 à 3, caractérisé en ce qu'un premier rail de contact (17) est associé au premier et au deuxième contact de puissance (21, 25), et en ce qu'un deuxième rail de contact (15) est associé au contact de commande (23) et au contact d'équipotentialité (27).
  10. Dispositif selon la revendication 9, caractérisé en ce que le contact d'équipotentialité (27) du deuxième rail de contact (15), orienté dans la direction longitudinale de véhicule (x), est disposé derrière le contact de commande (23), vu dans la direction longitudinale de véhicule (x),
    en ce que les deux contacts (23, 27) du deuxième rail de contact (15), vus dans la direction longitudinale de véhicule (x), sont espacés l'un de l'autre par une première distance longitudinale définie (J),
    en ce que le contact de commande (23) du deuxième rail de contact (15) est espacé d'une première paroi frontale (77) du deuxième rail de contact (15) par une deuxième distance longitudinale définie (D),
    en ce que le premier contact de puissance (21) du premier rail de contact (17), orienté dans la direction longitudinale de véhicule (x), est disposé devant le deuxième contact de puissance (25), vu dans la direction longitudinale de véhicule (x),
    en ce que les contacts de puissance (21, 25) du premier rail de contact (17) sont espacés l'un de l'autre par une première distance longitudinale définie (J),
    en ce que le premier contact de puissance (21) est espacé d'une paroi frontale avant (79) du premier rail de contact (17) par une troisième distance longitudinale définie (I),
    en ce que le deuxième contact de puissance (25) est espacé d'une première paroi frontale arrière (81) du premier rail de contact (17) par la troisième distance longitudinale définie (I),
    en ce que le contact de commande complémentaire côté station de chargement (51) et un premier contact de puissance complémentaire côté station de chargement (53) sont formés par au moins un, en particulier par deux rails de contact complémentaires avant (43, 45) orientés dans la direction transversale (y) de la station de chargement (5), et
    en ce qu'un deuxième contact de puissance complémentaire côté station de chargement (49) et le contact d'équipotentialité complémentaire côté station de chargement (55) sont formés par au moins un, en particulier par deux rails de contact complémentaires arrière (41, 47), orientés dans la direction transversale (y) de la station de chargement (5), les rails de contact complémentaires avant et arrière (41, 43, 45, 47), vus dans la direction longitudinale (x) de la station de chargement (5), étant espacés l'un de l'autre par une distance de rail définie (H).
  11. Dispositif selon la revendication 10, caractérisé en ce qu'en partant de la largeur G des contacts complémentaires, d'une distance de sécurité S et de la distance de rail H des rails de contact complémentaires avant et arrière comme paramètres spécifiés, la première distance longitudinale J, la deuxième distance longitudinale D, la troisième distance longitudinale I, la longueur E du contact de commande, la longueur A des contacts de puissance et la longueur F du contact d'équipotentialité sont réalisées selon les formules suivantes :
    F=H-G ; D=G+S ; I=D/2 ; J=D+I ; E=F-2xD ; A=F-D ; A=H-2xG-S
  12. Véhicule, en particulier véhicule utilitaire, comprenant un dispositif selon l'une quelconque des revendications 1 à 11.
  13. Procédé de chargement d'un accumulateur d'énergie électrique d'un véhicule présentant un entraînement électrique pour exploiter un dispositif selon l'une quelconque des revendications 1 à 11 d'un véhicule présentant un entraînement électrique, comprenant un équipement de contact électrique (8) associé au véhicule (1) et qui présente un premier contact de puissance (21) formant un premier pôle, un deuxième contact de puissance (25) formant un deuxième pôle, un contact de commande (23) et un contact d'équipotentialité (27), et un équipement de contact complémentaire (40) associé à une station de chargement (5) et qui présente des contacts complémentaires (49, 51, 53, 55) correspondant aux contacts côté véhicule (21, 23, 25, 27),
    les contacts côté véhicule (21, 23, 25, 27) étant formés par deux rails de contact (15, 17),
    les deux contacts (21, 23, 25, 27) du rail de contact (15, 17) respectif, vus dans la direction longitudinale du rail, étant espacés l'un de l'autre par une distance longitudinale définie,
    chaque rail de contact (15, 17) étant associé à deux contacts (21, 23, 25, 27), le contact de commande (23) présentant une longueur inférieure à celle des contacts de puissance (21, 25),
    les contacts de puissance (21, 25) présentant une longueur inférieure à celle du contact d'équipotentialité (27), et
    le premier contact de puissance (21), le deuxième contact de puissance (25), le contact de commande (23) et le contact d'équipotentialité (27) de l'équipement de contact côté véhicule (8) étant disposés et réalisés de telle sorte
    qu'en partant d'un état de contact dans lequel chaque contact côté véhicule (21, 23, 25, 27) est en appui sur le contact complémentaire côté station de chargement associé (49, 51, 53, 55), lors d'un mouvement avant et/ou arrière du véhicule (1), d'abord le contact de commande côté véhicule (23) quitte le contact de commande complémentaire côté station de chargement associé (51), ensuite les contacts de puissance côté véhicule (21, 25) quittent les contacts de puissance complémentaires côté station de chargement associés (49, 53), et enfin le contact d'équipotentialité côté véhicule (27) quitte un contact d'équipotentialité complémentaire côté station de chargement associé (55).
EP18154083.2A 2017-02-02 2018-01-30 Dispositif de chargement d'un accumulateur d'énergie électrique d'un véhicule comportant un entraînement électrique Active EP3357741B1 (fr)

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DE102017000917.1A DE102017000917A1 (de) 2017-02-02 2017-02-02 Vorrichtung zum Aufladen eines elektrischen Energiespeichers eines einen elektrischen Antrieb aufweisenden Fahrzeugs

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DE202021106214U1 (de) 2021-11-12 2023-02-14 Hofer Powertrain Innovation Gmbh Lastkraftwagen mit elektrischem Antrieb, insbesondere in einer streckenweise vorhandenen Oberleitungsinfrastruktur
DE202021106215U1 (de) 2021-11-12 2023-02-14 Hofer Powertrain Innovation Gmbh Elektrisches Energieversorgungssystem für Fahrzeuge, insbesondere für Schwerkraftlastwagen, mit Oberleitungsabgriff
DE102022125116A1 (de) 2021-11-12 2023-05-17 Hofer Powertrain Innovation Gmbh Traktionsenergieversorgungsverfahren, insbesondere unter Nutzung eines Stromversorgungssystems für Kraftfahrzeuge, vorzugsweise für Nutzfahrzeuge für elektrisch betriebenen Schwerverkehr
WO2023084053A1 (fr) 2021-11-12 2023-05-19 Hofer Powertrain Innovation Gmbh Procédé d'alimentation en énergie de traction, en particulier au moyen d'un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires destinés au transport électrique de marchandises lourdes

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WO2023041624A1 (fr) * 2021-09-17 2023-03-23 Daimler Truck AG Dispositif de fixation pour la fixation d'une paire de barres de contact électrique
CN114050443A (zh) * 2021-11-09 2022-02-15 新疆天池能源有限责任公司 一种矿用行走小车自动充电桩

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AU2010336422A1 (en) 2009-12-23 2012-07-19 Proterra Inc. Charging stations for electric vehicles
GB201311246D0 (en) 2013-06-25 2013-08-14 Sylvan Ascent Inc Vehicle charging connectors
GB2518129A (en) * 2013-06-25 2015-03-18 Sylvan Ascent Inc Overhead charging arrangement for a vehicle
DE102014226357A1 (de) * 2014-12-18 2016-06-23 Robert Bosch Gmbh Ladestation und Verfahren zum automatischen Laden eines elektrischen Energiespeichers in einem Fahrzeug

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202021106214U1 (de) 2021-11-12 2023-02-14 Hofer Powertrain Innovation Gmbh Lastkraftwagen mit elektrischem Antrieb, insbesondere in einer streckenweise vorhandenen Oberleitungsinfrastruktur
DE202021106215U1 (de) 2021-11-12 2023-02-14 Hofer Powertrain Innovation Gmbh Elektrisches Energieversorgungssystem für Fahrzeuge, insbesondere für Schwerkraftlastwagen, mit Oberleitungsabgriff
DE102022125116A1 (de) 2021-11-12 2023-05-17 Hofer Powertrain Innovation Gmbh Traktionsenergieversorgungsverfahren, insbesondere unter Nutzung eines Stromversorgungssystems für Kraftfahrzeuge, vorzugsweise für Nutzfahrzeuge für elektrisch betriebenen Schwerverkehr
WO2023084053A1 (fr) 2021-11-12 2023-05-19 Hofer Powertrain Innovation Gmbh Procédé d'alimentation en énergie de traction, en particulier au moyen d'un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires destinés au transport électrique de marchandises lourdes
WO2023084044A1 (fr) 2021-11-12 2023-05-19 Hofer Powertrain Innovation Gmbh Procédé d'alimentation en énergie de traction, en particulier faisant intervenir un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires pour le transport lourd électrique

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